Motor



Patented Aug. 8, 1 1916.

4 SHEETS-SHEET 1.

, H. COOK.

MOTOR. 7 APPLICATION men NOV. a. 19in.

COOK.

- MOTOR. APPLICATION msb way. a. mo I 1 1 93,996,. Patented Aug. 8, 1916. 4 n J I 4 SHEETS-SHEET 2.

H. COOK.

MOTOR.

APPLICATION HLED' NOV. 3.1910.

Pzitnted Aug. 8, 1916;

4. SHEETS-SHEET 4.

HUGO COOK, OF DAYTON, OHIO.

.MOTOR.

Tori/Z whom it may concern: I

lieit known thatI, Htoo Coon, citizen or the I'Hlttd States, residing at Dayton, in

the county of Montgomery and State 0"" Ohio, have invented certain new and useful Improvements in Motors, of which the following is a specification.

My invention relates more particularly to motors of the internal combustion type, though. as will be seen, from the following detaiied description. certain features of my invenzion are broadly applicable to motors Other features, however,

of other types. are limited in their application to internal combustion engines. v I

Myinvention is illustrated in the accompanying drawings in which Figure 1 is a longitudinal section on the offset line 1-1, Fig. 2; Fig. is an end elevation of the machine with the cover plate removed for the purpose of showing the in terior mechanism; Fig. 3 is a section on the line 33, Fig. 1 Fig. 4 is a sectionon the offset line 4+4, Fig. -1, looking in the direction of the arrows; Fig. is'a section on the line 5-5, Fig. 1, also looking in the di rection of they arrows; Fig. (Sis a section on the line 6-6, Fig. 1, the view being taken in the direction of "he arrows; Fig. 7 is an elevation of a detail; Fig. 8 is a section on the line 88,.Fig. 7, viewed in the direction of the arrows; Fig. 9 is a diagram.

The machine shown in Figs. 1 to 8 inclusive of the drawings-and to he now described is my preferred embodiment of my invention, but it will be readily apparent that numerous changes, some of which are shown,

in the-drawings and will be described later, can be made. therein which Will be within the scope of theclaims which definewthe limits of. my invention. The motor includes a number of :units surrounding and ,successively acting upon a common shaft. and rotating the latter, the means by which inotion is munica-cwi from theunits to the shaft being one of the novel features of the engine. The casing forthe motor is'formed of two cylindrical sections, one of'which is a closed drum or jacket 9 and contains the cylinders 10 and the other parts of the 'ex plosion engines, and-. he other section, of like diameter, is halved longitudinally, the upper liaif being removable for easy access to the operating parts and the lower half 11 forming a support for a fiy wheel l2'and the Specification of Letters Patent.

Patented Aug. e, 1918.

Application filed liovember 3, 1810. Serial 0. 590,484-

intermediate mechanism by which the energy ofthe explosion engines .is transmitted to the shaft 13. The section 11 may he supported by suitable lugs 14, 14:, shown more especially in Figs. 4: and 5, adapted to. engage andbe secured to a frame, members of which extend on opposite sides of the engine though the supporting means will be modified to suit the particular situation in which the motor is used; The drum 9and cylinder 11 are provided with flanges 15, 16, whereby they are bolted together as at 17. Ilhe cylinders. 10 are arranged at uniform intervals in a series concentric with the cylindrical section 9 and may be and preferably are cast integral therewith. The section 9 is further formed with'a centralaxial bore or chamber 18 which receives the reduced end 13 of the shaft 13 which is provided with a main bearing 19 mounted in an annular flange 20 projecting fromthe inner face of the drum 9, and a secondary bearing 21 mounted in the bore 18 at its outer end. The other end of the shaft 13 which carries the fly wheel is mounted in bearings 22 supported in a sleeve 21) which in turn is received in a cylindrical cavity in a bridge piece 24 cast integral with the lower half 11 of the casing and spanning the open side thereof. The chamber in the bridge piece 24 is formed with an inwardly directed flange 25 at its outer end against which the sleeve abuts and an end thrust bearing 26 is likewise inserted in the sleeve ing shaft 28. and crank portions 29, 30, either end thereof connecting the inclined bearing shaft with the axial portions of the 'shaft.

The shaft may be made integral from end to end includingboth axial'portions and eccentric portions if desired, but

I have shown the 'cranksintegral withthe end portions-of the shaft and the inclined section integral with crank 29 and connected to crank 30 by a driving fit and secured by a pin 31-.

It will be clear that when the shaft is revolved each end of the inclined portion will have revolving niovel'nent about the aXis of the shaft.

Upon the inclined section of the shaft is mounted a sleeve 32 havingat one end a gear all) (see Figs. land 4f) concentric there.

with and with the inclined shaft section 28 andjsaid gear engages a. stationary crown gear 41 (see Fig. 6) mounted'upon a. strut or bridge member 12 of the half cylinder 11,

"the en Moment of the ears bein for the 1:: a:

purpose of preventing rotation of the spider.

. Each motor cylinder is provided; with a stantiully airial line.

piston l3 which may be of any usual or approved typc to which is connected by a ball and socket joint a piston rod 44: the other end of which is connected to an arm of the spider by another hall and socket joint, the soclcet to of which is 'fitted within a recess 39 above referred to and there retained by a. screw sleeve 46. it is to be noted that the socket 39 is substantially in axial alinenient with the corresponding cylinder 10 and in its movcmentvurics from such axial line but slightly, so that the thrust of the motor element is transmitted and received in a sub- It therefore follows that no lateral thrust is developed in the cylinder whereby it is worn eccentrically. its a further provision against uneven wear the ball and socket joint freely permits the rotation of the ipiston in its cylinder so that the piston itsel is not worn more upon one portion of its surface than another and in order to aid this rotation an eccentric wing 4-7 may be provided upon the face of the piston; the operation of which, under the impact of the gases of explosion, being brious. The section 9 which supports the motor units constitutes a drum or jacket through the head of which the cylinders extend. The inner end of each cylinder closed by an end wall 10 provided with a pair of openings for the inlet of combustible gases and the outlet of products of combustion respectively, and between this end wall 10 and the adjacent head 9* of the drum extend chambers or pockets 52, 53, which surround the inlet and outlet openings respectively and house the 'valve cages 55, The valve cages each comprise a valve seat 5%, 54, fitting within an opening in the cylinders and is secured in place by a. screwthreadcd annulus or collar 56, 56, screwing into the valve chambers and-surrounding the sleeve 57 in which, the valve stems 58, 58, work,

in enlargements 36, 37,"

'vided with a roller which normally held closed by means ofsprings (30, 61, surrounding the valve stems and bearing against the annuh or disks (32 provided on the outer ends of the valve stems for that purpose. All the valves are operated from the main shaft, the reduced end of which extends beyond the drum 9 and carries a worm 63 splined' or otherwise secured. thereon. For each engine unit there is provided a counter-shaft 64, see Figs. 2, 7 and 8, each mounted in a suitable bracket 65 upon the drum head and carrying a worm gear 66 which, engages the worm on the main shaft. Each bracket 65 is formed with an inclined arm 67 which is perforated and carries a stub shaft 68 upon which are jour naled at opposite sides of the bracket .tappet levers 69, 70, for operating the valves. For 35'- this purpose one end of each lever extends over the disk on the end of the valve ste n' ,to be operated and the other end is prolies within the path of a cam or tapp'et 71, 7 2, formed u on the coiiperating counter-shaft 64. It will be understood that the cams 71, 72, are so or ranged on their shafts as to operate the inlet and outlet valves respectively'at the pro )er time in the operation of each engine. he worm gears 66 are all inclosed within a split housing 73 which is in the form of an annular casting surrounding the space about the worm 63 and provided with pockets or chambers 74 which receive the worm gears and with which communicate bores 75 which receive the counter-shafts. As heretofore stated, the casting which forms the housing is split, that'is to say, formed in two sections, the plane of section running through the axes of the worm gears and shafts and the sections are secured together and to the drum head by belts or other suitable means not shown. In Fig. 2, however, for the sake of clearness the casing is shown with the outer section removed and the bolt holes are indicated at 76.

An important feature of my invention is found in the conduits for the supply of combu'stible mixture'and exhaust of the prodnote of combustion, which feature is illustrated more especially in Figs. 1 and 3. The main supply conduit is shown at 77, Fig. 3, r

and extends from and through the outer shell of the drum Qinward toward the com ter and near the inner head Qthercof to a pointclose to the wall of the shaft chamber 18. The supply duct is herebranched as at 79, the branches extending on opposite sides of thejchamber. There being five engine units .170 be suppliedwith combustible gas, three of them are connected to one branch by the conduits 80, 81, 82, and two to the other branch by conduits 83, 84. All thoconduits 80, ,81, 82, converge to a common point, as do the conduits 83 and 84 and each conduit extends directly from the cpn nadn meeting point to the valve chambero the engine which it'is designedyto feed. It will be noted that by this arrangement of conduits, in which the common branching points are near one head of the druin and the points where they open into the valve chambers are near the other head of the drum, the distance of travel of the gas to each engine is substantially thesame as the distance oi" travel to any other engine where by the gas is supplied to each cylinder under substantially the same conditions of pres sure. etc. The exhaust of products of coin bust-ion from the cylinders, takes place through coiiduits 85, 86, which are shown in section in Fig. 3. These conduits extend from a common outlet 87 in opposite direc-' tions around but within the drum, the con tourof which is suitably modified opposite the chambers for the exhaust yalves to pro- .vide for, the conduits, which latter commu- 'iiicate with the exhaust valve chambers through openings in the sides thereof. The inlet conduits and the conduits for products of combustion as well as the engine cylinders are cast in one piece with the drum and the latter provided with an inlet 88 for cool ing" water ,at the bottom and an outlet ,89 at the top. The water is heated by the cylin ders and exhaust conduits which it cools and in turn transmits the heat" to the combustible gaseson their way to the engines so-that the fuel is suitably and evenly heated before it reaches the engines in which it is to be used; The tappet ends of the valve stem and other parts projecting beyond the head of the drum are inclosed by an annulus 89' and a cover plate 90. secured thereto, the annulus beingdiolted to the drum head. The

. openings-for the firing plugsnre indicatid at 99, Figs. 2 and 3, but the firing plugs and their connections are not shown since they may be of anyjusual or approved type and form no part of the present invention.

An understanding of the operation of my engine may be aided by reference to the diagram in Fig. J in which. for thesalce ofsin1- plicity the action of but a single motor unit on the main shaft is shown but that of the entire series of motor units inay be r aulily understood tlierefroi'n. In said figure the position of the parts at the bcginningcf the down-stroke of the piston is shown in tull lines and that at the end of the stroke in dotted lines. The main shaft is shown at A. with the inclined eccentric bearing porl tion thereof at B connected to the parts A,

A, bv the elbows or cranks C U. The spider is shown at I). though only the arm connected to the single motor under consideration enters into the operation as described below. It is to be lioi'urin mind that when the shaft rotates the inclined portion B gyof the shaft A rates for rotates with a wabbling motion. The spider l). while held from rotation by interineshing racks e0, 41, partalces oi the wabbling niot-iorisand each radial clement thereof, such gas that to which the 111N051 of the zlllOtOl' shown is connected, swings back and forth upon the center of gyraiion (if-tile inclined shaft B from the position. shown in full lines to that represented in. dotted lines. We inay"sii; ')pose the shaft ll 75 to have movedejust 'fiSli the position of dead center shown in ful lines and the explosion oi" the charge to have takenplace. The pis ton, through its rod, communicates pressure to the arm D of the'spider which therefore tends to swing away from the motor awn-.1

the point X of theslni'r't B in the direction of'the arrow. This it cannot do, li'ow'aier, Without beingfollowed by its integral hearing sleeved. The latter, however, must be as accompanied by ,the inclined shaft B, which in turn is limited to a motion of gyration as above described about the axis of the shaft A A and center X. Thereforethough the arm 1) swings directly away from the cylinder without anydater'al motion under the impulse given to it by the piston, the inclined shaft B cannot follow. inthef same plane but swings or yrate's' around theaxis an center of frat-ion- X. at; until the parts reach the dotte line 505i" tion. The'gyration of the sliaftB is of course accompanied by rotation thereof within the sleeve or hearing d and accoxn plishes a. partial rotation of the shaft A. m" Before, however, the rotation diie to the first engine or 'inotor iinit'is accomplished, an other motor comes intooperation to continue rotation of the shaft and by suitable tini ing; of the ignition of the charges of the 1.955, several motors eachis brought intoaction before its predecessor ceases tohe etl'ective; If, however, the motors are of the four cycle type, to which this invention is particularly adapted, there must be, as is well known, a 1m non-working stroke following each working stroke.

I have found that it is desirable for a reason which will, appear, to use an uneven number or odd number of cylinders,- the 13:; number here shown as before stated being five. In order to provide for the non-worl-zinc stroke ignition of, charge is effected in alternate cylinders successively, the intermediate cylinders taking their charges sue-'12s cessively. If the cylinders be numbered in order. 1, 2, 3, i, 5, the ignition of the charge in cylinder 1 and the corresponding. niovement of its piston is followed in order by a c wr ting stroke. in cylinder 2, a \\'orl;ing"12- stroke in cylinder 2, and so 011. Since the motors are equidistant-around the shaft and 180,

efi'ectivc the inniulse of the third motor is given to the spider and so on, there being nopoint in the I'Ullftillfill of the shaft in which it is not 'suhgect to the drive of a motor.

Many of the advantages, of m vconstructron Wlll he at once apparent to engineers fonnllar with multiple-0ylinder gas engines.

The compact arrangement of cylinders around the Working shaft gives snnphcity in design, a low center of gravity,' thereby reducing vihrzitimi, and enables the motor to he readil dirt and .ulent. Also it renders the parts easy of ace e for a d illSfilIlGllll and 1nanipula tion, it only being; necessary to remove the cover plate i l) to get at the valve mechanism of all the cylinders and by a removal of the seulimylindrical cover ll. the transmission niechnuisui is'readily accessible. As heretofore stated the cylinders, fuel feed pipes and exhaust conduits may be cast integral with the surrounding drum or cooling jacket and hr the arrangement of the conduits in :1 single casing a preliminary heating of the :l'uel gas is obtained, which heating is equalized by reason of theapproxiunitelv equal paths which, the fuel gas must travel to the various cylinders. Further, by my (SOIISlZIUlJlIlOD any odd number of cylinders may he employed with a Working shaft a single crank, While at the same tune the lattcris continuously and unlnters having but iniitontlv driven. 13y reason of the movement of the pitt'nan and hall and socket connection, irregular wear is avoided as heretofore pointed out and great flexibility is afcovered in to protect it againsh forded and by reason of the direction in which the impulse is given vibration. and spring in the crank, which is so marked in engines where the thrust is in a plane transverse to the crank, are largely avoided.

My invention is not limited to the specific constructujm shown as modifications thereof may he made within wide limits without departing fritun the scope of my invention.

member rotatahl'y mounted upon the intermediate scctiorr of the shaft, a concentric rack upon the lever member, a stationary unnular rack with which the concentric rack upon the lever member engages and connections' between the motors and the lever memher.

2. In a device of the class described, a rotary shaft comprising end hearing portions and an intermediate inclined portion, arms connecting the ends of the inclined portions to the respective end hearings,' a spider mounted midway between the ends of the inolined portion of the shaft and sleeve thereon, end bearings between said sleeve and the shaft, a thrust hearing at one end of said sleeve and between the same and the adjacent arm, :ifstationary annular rack, a rack formed upon the spider and engaging said stationary rack, in series of motors arranged about and substantially-parallel to said shaft and connected to said spider.

i v HUGO COOK. Witnesses:

LENA L. Goonsrnno", 

